Change forming device



Sept. 29, 1942. F. GossLA. ETAL CHANGE FORMING DEVICE Filed 00T.. '7, -1958 '4 Sheets-Sheet l v,25 I. I

Joh omnes Sc/Lmi' 3y www zmuk Sept. 29, 1942. F. GossLAU-ETAI.

CHANGE FORMING DEVICE Filed Oct. 7, 1958 '4 Sheets-Sheet 2 Rega/a fing l/ay CHANGE FORMING DEVICE Filed Oct. 7, 1938 4 Sheets-Sheet 3 .Mmes SM1* Sept. 29, 1942. F, GOSSLAQ ErAL 2,297,213

CHANGE FoEMING DEVICE Filed oct. 7, 1938 v v4 sheets-sheet 4 Patented Sept. 29, 1942 @EGE FQRMING DEVKQE Fritz Gossiau, Berlin-Charlottenburg, Eoliennes Scidt,

Berlin Eichkamp,

and Werner Zarnacls, `Berlin Charlottenburg, Germ; vested in the Alien Property Custodian Application @ctober 7, 193%, Serial No. 233528 in Germany October 8, 3.93?

(el. rea-.ansi

Y l Claims.

The present invention relates to a device for regulating internal combustion engines and 'additional devices, as ignition device, cooling devices, auxiliary motors for the charging device, adjustable or self regulating propeilers, regulators for controlling the amount of fuel and the `J like, connected to the internal combustion engine and forming with the latter a driving unit.

The device according to the invention is adapted to serve various purposes.

For instance, the regulation of those devices the optimum position of which changes in accordance with the motor efficiency is to he automatically effected in dependence on the weight of air fed in the unit of time.

A further object of the invention is to provid a device which allows a particularly favorable utilization of the fuel reserve of the engine. Such a regulating device has, for instance. vthe advantage that aircrafts provided with rsuch regulators have a range of flight which is greater than with the use of the hitherto known regulating devices.

'A still further object of the invention is to provide a regulating device which operates free of objection and particularly at great heights above the earth which is of importance for modern aircraft.

Another object of the invention is to provide a device which seldom or never requires operation of the person controlling theengine, for instance of a pilot.

Still another object of the invention is to provide a regulating device which automatically adjusts definite ratios of mixture of air and fuel and this in particular, with the use of the most various kinds of fuel.

The regulating device according to the invention, moreover, is to be adapted also for use in aircrafts provided with regulatable propellers having adjustable blades.

Moreover, the regulating device is for instance to be so constructed that the various regulating actions aimed at may be obtained independent on the state of the air at times.

Other objects of the present invention will be apparent from the following description of the various embodiments of the regulating device.

The hitherto known means for regulating internal combustion engines and additional devices connected thereto generally at the best are satisfactory :only for some of the above mentioned requirements.

Now, it has been found that all the above mensimple manner by providing a device which op crates .in 'dependence on the weight of air fed `in a unit of time during charging and which controls the internal combustionengine as well as the additional devices in dependence on this weight of air fed in a unit of time.

The regulator according to the invention may be connected to the ignition device of the in 'ternal combustion engine for controlling the time of ignition, or to the cooling apparatus of the internal combustion engine for controlling the amount of cooling medium', or to the adjusting members ofen adjustable or self regulating propeller coupled to the internal combustion engine for adjusting the pitch of the propeller blades.

A. preferred use of thel regulating device consists in connecting the measuring instrument. operating in dependence on the weight of the air supplied in a unit of time, to regulating means influencing the quantity of fuel fed in a unit of time.

Eventually, one and the same regulator may simultaneously control the feed of the fuel and the drive of an auxiliary motor for the charging device, of coolers, ignition devices, regulatable propellers clutched to the engine and so on.

It has, furthermore, been found, that for carrying into eect the general inventive idea, consisting in utilizing the measuring of the weight of the air drawn in and dealt with in a unit of time for the regulation of the variousV devices itis preferable to start from the following tioned requirements may be fulfilled in a very mathematical-physical relation: G-v--CA/Ap/v, wherein G is the weight of the air, C is a dimension constant, Ap is the difference of certain pressures of the air in the suction pipe and o is the state (specific volume) of the air at one of the points ofpressure differences.

It is also possible to start from the following relation: G=C'.\/Ap.p/R.T, wherein G again is the weight of the air, C is a dimension constant, p is the pressure of the air, R is the gas constant, and T is the absolute' temperature.

If the regulator is to operate according to the last mentlonedmathematical elation it is. for

producing the pressure differences, recommendable to use a partiallyv restricted tube, for instancea Venturi nozzle inserted in the suction pipe. The specific volume preferably ismeasured with the aid of a vacuum diaphragm bellows and a temperature feeler, ar-

combustion engine.

regulator the pilotis completely relieved, and 65 ranged in the air current, and is then converted into corresponding control movements.

Instead of the Venturi tubes any other wellknown measuring instruments may be used.

Venturi tubes have the advantage that practical- 5 1y no throttle losses occur. v

For practically carrying into effect the above mentioned mathematical-physical relations preferably curve discs, cams or the like are provided,

the control surfaces of which are formed according to logarithmic and number value law respectively.` By means of such curve discs or cams, the values of the quotient may be converted into values of the sum and into values of differences respectively, so that for instance auxiliary devices 1'5 provided with balance beams may be used upon the arms of which act the pressures to be superimposed.

A particularly suitable construction of such pressure difference scales consists for instance of two coaxial cylinders each having, a piston, one of these pistons in the one cylinder being influenced by air pressure differences and the other, ofi these pistons in the other cylinder being infiuenced by fuel pressure differences, whereas a rod connecting' both pistons actuates a throttle device which changes the effective pressure difference in one or both cylinders. l

Further features of the present invention will result from the following description of the varigrams. f

In the drawings:

Fig. 1 shows a construction of a regulator for controlling the fuel spray pump,

Fig. 2 is a diagram relating to the regulation,

Fig. 3 represents a detail of the construction 40 according to Fig. 1 in which a gate is provided for adjusting the arrangement to the use of different fuels, f

Fig. 4 shows a portion of a regulator construction in wihch a centrifugal regulator serving as 5 an additional regulating element is positively driven by the internal combustion engine,

Fis. 5 shows in yelevation an internal combus-v tion engine coupled to a propeller having adjustable blades,

Figs. 6, '1, and 8 are details of a special coupling device for the regulator according t Figs. 4 and 5, and

Fig. 9 represents a regulator arrangement which is particularly Vadapted for regulating the ignition, the position of the flaps controlling the flow of coolling air, the pitch of the propellerH and the like, that is to say, which is particularly adapted for the motors of aircraft.

In one of the embodiments the measuring instrumentl serving as actuator'for the fuel regulation is designed and arranged to respond to the weight of air temporarily fed into the internal In this construction of the the device operates automatically and correctly,l because for the perfect combustion of a certain quantity of fuel the predetermined required quantity of air is always supplied. Conversely,

quite a definite weight` of yfuel per unitv of time is '10 in physics and in particularused in the ignition art. Preferably a Venturi tube is Aused which is inserted in the suction pipe leading to the internal combustion engine.

For considering' the state of the air., for instance its specific volume. preferably a dia phragm chamber containing air or a correspondingly operating barometer or thermo-barometer respectively is used.

When using the above mentioned measuring devices as actuator for thev associated power con- `verting members, as for instance hydraulic pistons or .the like, logarithmic curve discs form the return drive for the actuators. When such logarithmic curve discs are used, the power pistons move in accordance with the logarithm values.

The control' members connected to the two measuring devices, for instance to a Venturi tube and to a barometric box preferably are connected to a common 'balance beam or another linkage of the same kind which by way of a further curve disc acts upon the fuel regulator. Furthermore, a device may Valso be provided which may be actuated automatically or by hand and which allows adjustment of grade settings for the various operative conditions, as for instance half load, full load,` overload, or a definite number of revolu- 1 tions also. 'I'he adiu'sting device may for instance substantially, consist of a toggle lever system.

l An internal combustion engine i, 2, 2, 4, 5, for instance an aircraft motor.' shown in Fig. 1 drives by way of intermediate gearing, not shown, a centrifugal blower I2, Il serving as charger. To the latter the air flows through a Venturi tube I8, the

open end I9 of which faces the relative air current and which flares in the manner 4of a diifusor from the narrow opening towards the charger and has two pressure tapping points'2 I, 22. The latter are utilized for measuring the velocity, one of them opening into a chamber 25, the interior space 24 of which contains a diaphragm box 26 formed by a corrugated tube. The interior of box 28 lis connected to the other tapping point 2i. The difference -in pressure at these two tapping points, which occurs when a iiow takes place, thus causes an expansion or contraction of the measuring box 28 and consequently the displacement of a control slide 29, I0 which in the usual manner controls pressure oil supply pipes of a power compensation piston 40. 'I'he push curve 42 of the power compensation piston 40, which is in, v the form of a logarithmic curve, acts through a bell crank 46 on a returning sleeve 3| surrounding the control slide 29, 30, which sleeve is loaded by a spring 33 for pressing the. bell crank 46 against the push cam 42.

This arrangement produces a motion of the power compensation piston 40 in a logarithmic ratio to the pressure differences of the tapping points 2|, 22.

For considering the air condition (specific volume) a diaphragm box 'II formed by a corrugated tube, which is nlled with a definite weight of air, is connected to a second power compensation piston 54 by means of a control gear corresponding exactly .to that previously described. In this case the push curve is formed according to a negative logarithm.

The second power compensation piston 54 will therefore be moved in the negative logarithmic ratio tothe variations in the state of thel air.

The two power pistons 40, 54 are connectle'dto' a balance beam 5| and a plunger 19 connected to the middle of the same, which thus performs a motion corresponding to half the difl'erence of the esencia foot by meansiof the gas lever or also by a centrifugal governor. By this means a general adjustment to a desired ilying condition is obtained, on the basis of which the further mixture I regulation will then maintain the correct weight ratio of air to fuel.

A modification of the invention serves to s'olve the following problem:

In connection with the known single lever clevices foradjusting aircraft motors it is usuaito provide a position of the lever for cruising load corresponding to 80% of the full load at which l, the motor is driven with an excess of air, i. e. with a poor or weak mixture, and to provide another position for a 100% output, at which the motor operates with a very rich mixture. This arrangement is disadvantageous, because, if the air craft is ilying in great height and the motor, therefore, due to insuillcient charging pressure,

. has 80% of its full eiiiciency or output only, and

also in still greater heights the pilot must ad- Just the lever to the position corresponding to the fuel extends into i5 is connected to' the sure. .d spray noz the pipe it. luci pump id,

pump, th

s... uction of which' is wellirnown and the :se reed not he described. The quantity si' fue hy the pump I5 is regulated icy a lever il g upon a well-known control valve of the pump which also is not shown in the drawings.

Air news into the centrifugal blower I2, I3 by means ci a Venturi tube I8 open to the relative an' current and having a narrow discharge end is, said rventuri tube Haring in the manner of a diffuser towards the charger as far as the width the inlet socket 20. Tapping points 2i and 22 are provided at the smallest and at the widest point respectively of the Venturi tube I8. The tapping 22 is connected by way of a pipe 23 with the interior space 24 Iof a chamber 25. In the interior space 24, closed against the outer at mosphere, a diaphragm box 26 formed by a cor rugated tube is arranged theinterior of which is, by means of a pipe 2l, connected to the tapping 2I. The difference of pressure occurring due to the now of air, at the two tapping points 2| and 22 of the Venturi tube i8 causes expansion and contraction respectively of the diaphragm box 26.r Rigidly connected to the diaphragm box 2B is a rod 28, which is actuated by the contrac- 100% output, s@ that in great heights the aircraft can only be driven with a rich mixture, notwithstanding .the fact. that. in this height a motor of an aircraft during a long flight even with the greatest charging pressure could substantially more economically be driven with a poor mixture.

To obviate these drawbacks the device according to .the invention is so constructed, that, as long as the Quantity of air drawn in and therefore the motor output or ediciency remains below a predetermined value of the full output, a poor mixture and with increasing output a gradually richer mixture is supplied. 'Ihe formation oi the mixture, therefore, is, according to the invention, no longer dependent on the position of the eiiiciency lever, but on the quantity of fuel 'mixture consumed by the motor. In this manl air only. The pilot will fly in any case with a poor or weak mixture. To allow the' pilot of setting a richer mixture in special cases, for instance when fighting, a second lever may be prov vided in the linkage for' iniluencing the formation of themixture, or the eiiiciency lever may be brought into a 110% position in which it allows supply of a richer mixture. l

In the modiication shown by way of example one cylinder I of the motor or any otherinternal combustion engines only is represented. In cylinder I the piston 2 is moved'up and down and is connected, by means of a piston rod 3, to the crank 4 of the crankshaft 5. The cylinder I is provided with an outlet valve 48 which is connected to a pipe leading to the exhaust 1. Furthermore, an inlet valve 8 is provided. Mounted on the shaft 5 is a gear wheel 9 which engages a gear wheel I il on the shaft II 'I'he'latter carries the rotor I2 of a centrifugal blower serving as charging device, the ilxed casing I3 of which is connected by way of a pipe I4 to the inlet valve tion and expansion movements of diaphragm box 26. Mounted on said rod 28 are two'pistons 29, Y

30 which are sh'iftably arranged in a sleeve 3| which in turn is movably arranged in a, cylinder 32. A spring 33 tends to press the sleeve 9i upwardly. Connected to the cylinder 32. are' an inlet pipe 33 and two outlet pipes 34, 35 for pressure oil. -The cylinder 82 is furthermore connected, by way of channels 38, 31, to chambers 38, 89, which are arrangedabove and below the piston 40 respectively. The piston 29 and the piston 30 effect in a well-known manner the supply and -th'e discharge of pressure oil into and out of the chambers 38 and 39 respectively, whereby the piston 40 is moved upwardly or downwardly. Besides from the position of the pistons 29, 30 the admission and discharge of the pressure oil also depends on the position of the sleeve 3i and on the position of the openings provided in this sleeve. A piston rod 4I carrying a cam 42 is connected to the piston 40. 'The cam 42 is in the form of a logarithmic curve. A roller 43 bearing against the cam 42 is provided at one arm 44 of 'a bell-crank pivotally mounted on a bolt 45. The-end of the other arm 46 of this bell-crank is fork-shaped and engages a pin 4l provided at a rod 48 which is rigidly connected to the sleeve 3l. In this manner the piston 40 controls the sleeve 3I in accordance with a logarithmic law. The spring 33 tends to always press the roller 4 3 against the curve 42,A

The lower end of the rod 4I carries a pin 49 4engaging a fork 50 oi a balance beam 5I and acttrolled by a piston 54. The piston rod 53 also carries a curve 55 in theform of `a logarithmic curve which, however, extends in the reverse direction with regard to the curve 42. Against the curve 55 bears, by means of a roller 58, the one arm 51 of a bell-crank pivoted on the bolt 58, the

Vother fork-shaped arm 59 of which'engages a pin of a 'rod 82 rigidly 'connected to a sleeve 5I. This sleeve is shiftably arranged in a cylinder 84 against the action of a spring 63. The cylined for instance as ader 64 is provided with an inlet pipe 65 and two outlet pipes 58, 61 carrying pressure oil. On the other side of this cylinder the channels 68,A 69 are provided which in accordance with the position of the sleeve 6| and of the .pistons 10 and 1|, slidably arranged in said sleeve, effect the ad.- mission and discharge of pressure oil` into and out of the chambers 12, 13 arranged abov'e and below the piston 54 respectively. The pistons 10, 1| are fixed to a piston rod 14 which is connected to a diaphragm box 15 formed by a corrugated tube and is controlled by th'e expansion and contraction movements of this box. Box 15 is closed against the outer atmosphere and contains a definite weight of air, whereas atmospheric'pressure prevails in the space 16 of the chamber ,11, surrounding the diaphragm box 15, so that expansion and contraction of the box 15 occur in dependence on the state of air prevailing at a given time.

Rod 19 is linked to the center 18 of the balance beam Since the piston 40 due. to the control of the sleeve 3| transfers to the balance beam 5| the logarithm value of the pressure difference at the two measuring points 2 |22, while the piston 54 transfers to the balance beam 5| the negative logarithm value of the state of the air, a displacement of the rod 19 results in such a manner that this displacement corresponds to half the difference of the logarithm value of the pressure difference and the logarithm value of the state of air. The rod 19 carries another push curve 80 which introduces into the calculation the constants and the number value of th'e above mentioned formula. L

This curve 80 is, moreover, so formed, that, as long as the amount of air drawn in and, therefore, the motor output remains below a predetermined value, for instance 80% of the full load,

a poor mixture is supplied, whereas at a higher output a mixture gradually becoming richer is supplied. Against the curveii bears, by means of a roller 8|, the one arm 82 of a bell-crank pivoted at 83 the other arm 84 of the bell-crank being connected to a toggle lever. The toggle lever consists of two links 85, 8B at the connecting point of which a lever 88 is connected which may effect different positions of the toggle lever 85, 86. The free end of the link 86 is yconnected to the lever |1, and thereby influences, in the manner described above, the quantityI of fuel delivered by the fuel pump I8. The lever 88 may be actuated by the pilot. This either is effected by connecting this lever 88 to an emergency lever which is pulled by the pilot in special cases, for instance during fighting, only to allow an enrichment of the mixture in great heights also, or by connecting the lever 88 to the efficiency lever in such a manner that by shifting the latter into the 110% position the toggle lever linkage is influenced and thereby an enrichment of the fuel mixture is effected.

The automatic regulation of the adjustment to a poor and rich mixture respectively in dependence on the mixture dealt with in the engine is effected by the formation of the cam 88, whereas the ladditional-arbitrary influencing of the mixtureis effected by the lever 86.

In connection with the above mentioned devices for regulating the fuel supply in dependence unimportant influence on the measuring exactness of the Venturi tube and quickly approaches a constant value with increasing height of flight, the indication by the accessory expansion value a of the air flowing through the Venturi tube is disturbed in an increasing degree'with increasing height of flight. If a gas, such as air flows through a Venturi tube, it increases its volume when the pressure decreases `due to the compressability of gases. For incompressible liquids the expansion value is equal to 1. The larger the effective pressure in the Venturi tube with respect to the pressure in front of the Venturi tube, the larger is the change in the expansion value e. Hence depends upon the density of the air, viz. upon the height of flight of the aircraft. It has been ascertained by tests, that between 0 and 5 kilometers of height the value of a for gsdyeflnite weight of air was reduced by about To compensate this fault, the influence of the variable value of e is, according to the invention, taken into consideration and this preferably by the regulator which is controlled by the alteration of the specific weight of the air, this is effected by superimposing' the control curve of the return sleevell of this regulator by the curve for the variable value e. Hereby the amplitude of the v-regulator increases with increasing height not only in proportion to the increasement of the specific volume of the air, but additionally in proportion to the alteration of the value e. 1

An example of rthis modified construction according to the invention is shown in Fig. 1 as well as in Fig. 2 which graphically represents the curve of the magnitude e mentioned above and of the logarithm v in dependence on the way of regulation.

In this construction of the regulator the piston rod 53 carries a curve 55 which according to Fig. 2 consists of a logarithmic curve corresponding to the expansion characteristic of the box 15. whereby a curve, shaped in accordance with the alteration of the expansion accessory value e is superimposed to this characteristic. Here also the curve extends in the reverse sense as the curve 42. v.

Since the piston 40 due to the control of the sleeve 8i transfers to the balance beam 5| the logarithm value of the pressure difference prevailing at the two measuring points 2|, 22, while the piston 54 transfers to thebalance beam 5| on the weight of the air, the latter may be represented by the following formula:

the negative logarithm value of the state of air under consideration of the value e, a displacement of the "rod 18 results in such a manner, that this displacement corresponds to half the difference of the logarithm value of the pressure difference and of the logarithm value of the state of air under consideration of the value e.

The lever 88 `again may be actuated by the pilot, This is effected either byfconnecting the lew;- 88 to an emergency leve which is pulledby the pilot in special cases. fo 'instance during fighting, only to allow an enrichment of the mixture in greater heights also, or by connecting the lever 88 to the efficiency lever in such a manner, that the shifting of the efficiency lever into the position causes influencing of the toggle lever linkage and thereby an enrichment of the fuel mixture.

The value e depends besides on the hei h flight on the load of the motor also. The slrniidi| flcation shown and described neglects the alteration which per se is' required by the motor load.

Strictly speaking, .thereforef this modication is correct for a denite motor output only. Practically, however, an additional correction, corresponding to the motor output, may be obviated,

since the correction made is not very great itself most different fuels and may very quickly be regul lated to the quantity of air required for the particulaz` fuel used. For this purpose, a device for arbitrarily adjusting the quantity of fuel to be supplied is provided at the automatic regulator.

Preferably, this device consists in this that the length of one or more of the lever arms of 'ber, is innuenced by the regulator. The-regulator tl'ien correctly operates as long as the fuel pump, driven by the motor, maintains constant the injection pressure chosen independent on the prevailingnumber of revolutions of the.motor.

supposing a regulator in which the weight of air measured in each unit of time is utilized as impulse co-operates with a pump feeding in dejpendence on the number of revolutions and provided with a regulator for the fuel fed, the regulator being provided with an adjustable regulator member and the pump feeding a definite quantity of fuel determined by the number of revolutions and the setting of the regulator member. In this case very unfavorable operating conditions result if an aircraft is to be driven by a motor performing different numbers of revolutions at equal the regulator linkage is adjustable, one lever of the linkage being provided with a gate in which the pivot point of another lever is arbitrarily shiftable and ilxable in any desired position: The

arbitrarily adjustable portion of the regulator preferably is connected to an indicating device which indicates on a scale that quantity of fuel which corresponds to the optimum mixing ratio` of the fuel in question.

As an example for this device, advantageously the construction shown in Fig. 1 may be used in which between the bell-crank 82, 8| on the one hand and the fuel pump |8, |1 on the other hand an adjustable device, forinstance a device as shown in Fig. 3, is inserted. Otherwise the con-l struction of the regulator may be exactly the same as the one shown in Fig. 1. i

The rod 18 carries a push curve 80 against which bears. by means of a roller 8|, a lever arm 82 pivotally arranged at 83. 'I'he other lever arm 84 of this bell-crank acts upon a link |85. The

vother end of link |85 is provided' with a pin |88 which engages a gate |81 in which it may be arbltrarily adjusted and fixed in any desired position. This gate |81 is carried by a lever |88 linked to the casing at |89. The other end |90 of the lever |88 acts upon the lever I1, whereby the quantity of fuel injected by the fuel pump I6 is regulated in a well-known manner. g

At the gate |81 a scale |8| is provided upon Kwhich the marks for the most favorable adjustment of the air-fuel mixture for different kinds of fuel are provided. So for instance, a mark may be provided for each kind of fuel. Therefore, when changing from one fuel to another it is only necessary to adjust the pivot point |88 of the link |85 in the gate |81 to that mark which designates the fuel now' to be used. Then the motor is at oncel and without time-consuming regula-V tions adapted to operate with the new fuel underthe most favorable conditions with regard to the fuel-air mixture. I f

A further modified construction accordingto which also the measuring of the weight of the air drawn in and dealt with in the engine in a lunit of time is utilized for induencing certain regulator members, is particularly adapted'for aircraft motors used to drive propellers and represents an improvement of the following ratios:

In connection with the known devices a definite position of a switch lever is provided for each weight oiy air on which depends the quantity of fuel supplied. Often the pressure of a pump for output, i. e. with an equal weight of air.

Such conditions. for instance prevail if an alrcraft provided with a so-called non-adjustable propeller changes from horizontal flight to climbing. When climbing, the number of revolutions of the motor is decreased with regard to the number of revolutions of the motor during hori-l zontal flight. This is due to the low pitch ofthe propeller. Hereby the feed of the pump is reduced for the saine positionvof the regulator rod,

so that the correct mixing ratio for the hori- A injecting fuel, for instance into the mixing cham- 75 zontal flight becomes too poor for climbing.

The reverse proportions for instance occur, if the aircraft is pushed or falls. Generally speaking, an undesired change of the mixing ratio occurs with each alteration of velocity of the aircraft and at equal motor output. This is due to the fact, that the `mixture regulator acts according to a certain time (hourly weight of air), the pump. however, acts on the individual cycle of operation. 1

The above describeddimculties are obviated according to the" invention in a simple manner by providing a'special regulator, driven in dependence on thel number of revolutions of the v motor and so influencing the actual values of the regulation effected by the regulator responding to the quantity of air dealt with in a unit of time, that at all operating conditions the correspondingcalculated mixing ratio of air and 'fuel is warranted. For instance'a centrifugal regulator driven by the internal combustion en- -gine is connected by way of its control member to the regulator, for the fuel fed by the pump and influenced by the air dealt with in the'engine in such a manner, that it influences. a valve member controlled by this regulator and pro- -vided in the fuel pipe.

According to the invention such a device' is so constructed, that the regulating value of the meter for the air fed into the engine may be corrected in dependence on the number vof revolutions. A -1 According to another modification of the present invention the regulator innuenced in depend- -ence on the number of revolutions of the engine is formed as a regulator for -the adjustable propeller. the shaft of which is positively coupled to the drive shaft of the pump feeding the fuel. This regulator automatically-adjusts itself to a constant number of revolutions in4 a manner known per se. The special advantage of this construction consists in this, that, with the use of adjustable propellers provided with regulators for the number of revolutions, it is not necessary to provide a special regulator which for instance corresponding to the construction previously described acts on the control .rod forthe fuel pump.

With this last described construction with adjustablepropeller, the regulator provided for the propelle effects the regulation of the fuel feed aimed at. The fuel pump need to be regulated according tozthe temporary quantity of the conwith adjustable propellers operating in. two 10 ranges of numbers of revolutions. When using such adjustable propellers the dimculty Imay occur similar to that occurring in connection with nxed propellers, i. e. that the mixing ratip always will be revolutions than 'at the lower number of revo` lutions. This difficulty may, according to the invention, be overcome by the fact, that 'the regulator, influenced in dependence on the number of revolutions, is arranged as a regulator for the member 200. A spring 200 tending to move the propeller automatically setting to a plurality of constant number of revolutions and that control means, for instance correspondingly shaped curve discs, are provided which on setting of a range of higher number of revolutions simultaneously and automatically eil'ect an enrichment of the mixture of fuel and air. For example the second range of number. of revolutions of the propeller is chosen so much higher than the first range, that the change of the number of revolutions just results in an enrichment from the cruising mixture to the high duty mixture. This construction of the regulating device also is characterized -by a particularly great simplicity.

When constructing and using the last described ly, a pull is exerted on the regulator rod 200 device, the regulator is once set to a definite mixing ratio, as poor as possible which is determined for cruising. At the lower number of revolutions this mixing ratio then remains constant at each position of the so-called pilot lever as far as to the 100% position. Only if the propeller is switched to the higher number of revolutions an enrichment also is positively effected, so that the motor operates with highest efficiency.

Preferably, the switch lever for the propeller V the regulator rod is compensated again'by the is positively coupled to the pilot lever in such a manner, that, on shifting the pilot lever from the 80%position to the 100% position, the propeller also is adjusted to the higher number of revolutions. the special advantage, that by means of a single lever the enrichment as well as the increase of\ the number of revolutions may be effected. As for the two states of operation two ignition points only are required. further by the fact that the switching gear of the ignition device also is coupled, preferably in the same manner. to the above described multiple switching lever.

Preferably, the 4various levers are rotatably 60 mounted upon a common shaft and are movably arranged in a common gate provided for engaging and disengaging the levers.

Preferably, with the present device provided with a regulator for the fuel fed by the fuel pump 65 which may be influenced by pressure differences prevailing in an air measuring device actuated by the motor, theregulator is coupled to a further regulator which may be influenced by alterations of the state of the outer atmosphere, 70

for instance on account of different heights above the earth and which correspondingly controls in such a manner that the regulating movements of the nrst regulator are compensated.

As. an example of the last richer at the higher number of 15 I of which a lever 201 acts on which an axially This modification of the device has l The device may be improved anemia device the construction described in connection with Fig. i may again be used, certain regulating members and devices being constructed and arranged in accordance with Fig. 4.

The spraying nozzle 2|0 is not provided in the air suction pipe leading to the cylinder, but in the cylinder cover. Connected to the nozzle 2|I is the supply pipe 2|0 for the fuel. the other end of which is connected to the outlet socket of the feed pump 201, for instance a geared pump.

By means of a roller 20| a lever arm 202 of a v bell-crank pivoted on the bolt 200 bears against the curve 200. The other arm 204 of the bellcrank is fixed to a toggle lever. The latter consists of two links 200, 200 at the connecting point displaceable member 20|. for instance in the form of a sleeve, is arranged.

Two weights 204. 200 of a control member formed as a centrifugal regulator bear against the sleeve 200 downwardly bears against a rod 200 fixed to the sleeve 200 and displaceable axially with said sleeve. The spring 200 bears with its other end against a link 20| on which two arms 202, 200 are pivoted which carry the weights 204 and 200 respectively.

As may be seen from the drawings, the weights of the centrifugal governor 201-290 driven by the internal combustion engine |-0 are swung outwardly at higher number of revolutions of the engine. so that the sleeve 200 is drawn upwardly and therewith the link 201 of the toggle linkage 200, 200 also is moved upwardly, whereby the length ofthe linkage is shortened. Consequentwhich tendsto withdrawn this rod from the regulator casing 201. The amount of adjustment effected hereby depends on the control movements of 'the bell-crank 202, '204, influenced by the curve disc 200, besides being dependent on the control movements of the centrifugal governor. According to the invention the various co-operating gear members are so to be dimensioned and arranged, that the feed movement of last mentioned lever by shortening the toggle lever system acted upon by the centrifugal governor.

In the construction shown in Fig. 5 the motor block of the internal combustion engine is designated with 300. Connected to the rear part 20| of the casing is a pipe 302 the other end of which combustion air drawn lin. A rod 201 projects from the regulator 308 which is. bl? means of a link, connected to a further rod 000 which in turn is. by a link, connected to a rod 300. Rod 309I is connected by a link to a rod 0|0 which preferably also acts, by way of a link, upon a rod 3|| formed as a regulating rod of the fuel pump SI2 and movably arranged in the casing of the latter. l

A regulator Il! for the number of revolutions is mounted in the adjustable propeller lll Jourdescribed regulating nailed upon the shaft 3|5 and driven by the 3|1 and 32| bear, by means of the h ubs'3l3 and" 320 respectively, against 'a-fconmon pivot 3|3. In the lever 32| a recess 322 facing the lever 3|1 is provided into which a projection 323 pf the lever 3|`| may engage to couple the two levers.

'I'he so-called pilot lever as well as' the selecting lever for the number of revolutions of the adjustable propeller are movable in a.common slide 324 provided with a slot 325.

As maybe seen from Figs. 6 land 8, the pilot f lever 3|0, 3|1 may be moved in the slide from the point a over b to c, then to d and finally to e. In the positions a and e the lever, bears against stops which are formed by the slot of the slide.

a designates the idle running position, b and c designate the cruising positions arranged at 80% of the nominal output, while d is the position for the nominal output and e is the position for take off output.

On shifting the pilot lever 3|3, 3|1- from the position c to the positions d yand e the selecting lever 32| is entrained by the nose 323which engages into the recess 322. Hereby the selecting .lever is moved from the position c (see also Fig.

5) which corresponds to the lowI number of revolutions of the propeller into the positions d and e which correspond to the high number of revolutions. A

If the levers 3|3, 3|1 and 32| are not coupled to each other, the selecting lever 32| always is maintained in the position c, by means of a spring 326, whereas the pilot lever 3|6, 3|1 may be maintained in any desired position.

Another modification oi" the present device has the advantage that it may be used `for controlling the quantity of the fuel, and also for controlling auxiliary devices, as for instance the ignition device, the cooling apparatus, the adjustable propeller and so on of the internal vcombustion engine. The device .is so constructed,

tained. The same is true for instance for the adjustment of the pitch of the propeller and the setting of other parts.

To obviate these defects, the regulating device according to the invention is so constructed/that a time of ignition, different from that required for a smaller quantity of air fed,\for instance such as corresponding to the cruising efficiency v is automatically set, when largerquantities of `air corresponding to a great motor eillciency are dealt with in a unit of time,

:Also the blades of an adjustable propeller are set and the position of the plates allowing discharge of the cooling air is regulated in such a sense, that above a definite height of flight in which the m9tor cannot operate with highest ei'- ciency, because the amount of air drawn in in a unit of time is too'small, the cooling flaps cannot longer be completely opened.

In the modification shown in Fig.l 9 by way of example only one cylinder 40| is represented of the motor or other internal combustion engine used. In cylinder 40| the piston 402 moves up and down which is connected by means of a rod 403 to the crank 404 of a crankshaft 405. An outlet valve 408 of the cylinder 40| is connected totI pipe 401 leading to the exhaust. and an inlet valve 403 also is provided. Mounted upon the shaft 405 is the gear wheel 403 engaging with a gear wheel 4|0 mounted on the shaft 4||. Shaft 4|| carries the rotor 4|2 of a centrifugal blower serving as charger, the fixed Icasing 4|3 of which is connected by way of a pipe 4|4 to the inlet valve 408 and supplies the latter with combustion air under pressure; A nozzle 4|5 for injecting fuel extends into the pipe 4|4. Nozzle 4|5 is connected to the fuel pump 4|3 which is formed for example as a geared pump 4| 3 the that the following operating conditions also may be considered.

If for instance an aircraft is flying in aheight substantially above the so-called full pressure height, the motor supplies a certain portion of its full efficiency only due to the reduction of the charging pressure. If it is supposed for instance, that the motor only supplies o f its full power during the time the pilot lever occupies the 100% position, very unfavorable conditions result in connection with the known device. For instance, the cooling aps are completely opened, whereas the motor only supplies half of its full power, so that the motor is strongly cooled down and the speed of the aircraft is -unnecessarily reduced. Also with regard to the adjustment of the time of ignition faults result, aswith the 100% position of the pilot lever the times of ignition favorable for full load are lset, whereas is connected by a pipe 421 due to the great height of the aircraft about 50% of the motor efficiency onlyA may be obconstruction ofl whichis known, so that, therefore, this pump need not be described. *The quantity fed by the fuel pump 4|6 is controlled also in a well-known manner by a lever 4|l acting upon a control valve of the pump whichl also is well-known and is. therefore,` not chown in the drawings.

Air is supplied Ato the centrifugal blower 4|2, 4|3 by a Venturi tube 4|3 open to the'relative air current the discharge end 4| 9 of which is narrow and flares in the manner of a diusor towards the charger as far as to the width of the inlet socket 420..,At the smallest point as well as at the largest point of the Venturi tube 4|8 tappings 42| 'and 422 respectively are provided. 4

'Ihe tapping 422 is connected by way of a pipe 423 to the interior space 424 of a chamber 425.

corrugated tube, is arranged the interior of which The pressure difference, due to the iiow of air. occurring at .the tappings 42| and 422 of the Venturi tube 4|8 effects an expansion or contraction of the diaphragm box 426. Ri'gldly con'- nected to the latter and actuated by its expansion and contraction movements is a rod 428 on which two pistons 429. 430 are mounted. These pistons are displaceably arranged in a sleeve 43| which in turn is displaceably arranged in a cylinder 432. A spring 433 tends to press the sleeve 43| upwardly. In the cylinder 432 an inlet pipe 433' and two outlet pipes 434, 435 for admitting and discharging pressure oil are provided. Moreover, the cylinder 432 is'connected to chambers 433, 433 arranged above and below a piston 440 respectively by means of channels 433, 431. 'Ihe to the tapping 42|.V

and out of the chambers 433 and 433 respec-mtively, whereby the piston 443 is moved upwardly or downwardly. 'I'he admission and discharge of the pressure oil, besides depending on the position of the pistons 423, 433, depends on the position of the` sleeve 43| andthe openings providedv in this sleeve.' A piston rod 44| carrying a cam 442 is-attached to the piston 443. The cam 442 is formed in the manner of a logarithmic curve. Roller 443 bears against cam 442 and is carried by the one arm 444 of a bell-crank pivotally mounted on a bolt 445. The other arm 443 of the bell-crank is fork-shaped and engages a pin 441, provided on rod 443 rigidly connected to the sleeve 43|. In this manner the piston 443 con. trois the sleeve 43| according to a logarithm law. By means of the spring 433 the roller 443 is always pressed against the curve 442.

The lower end of the rod 44| carries a pin 443 which engages a iork'453 oi' a balance beam 45| and acts upon the latter. Piston 453 controlled by a piston 454 acts upon the other arm of the balance beam which lalso is formed with a' forkshaped end 452. The piston rod 453 carries a curve 455 which also is formed in the manner of spring 535.

a logarithm curve which, however, extends in a i reverse direction-with regard to the curve 442. Bearing against the curve 455 is a roller 455 car ried by a lever arm 451 oi' a bell-crank. pivotally mounted upon the bolt 453 the other forkshaped arm 453 of which engages a pin 433 which is provided'at a rod 452 rigidly connected to a sleeve 43|. Against the action of a spring 453 sleeve 43| may be displaced in a cylinder 434 provided with an inlet 435 and two outlets 453 and 431 for pressure oil. On the other side channels 433. 433 are provided which, according to the position of the sleeve 43| and the pistons 413, 41| displaceably arranged in said sleeve, effect the admission and discharge oi pressure oil into andout of the chambers 412, 41.3 above and below the piston 454. The pistons 413, 41| are xed to a piston rod 414 attached to a diaphragm box 415, formed by a corrugated tube, and are controlled by the expansion and contraction movements of said diaphragm box. Diaphragm box 415 is closed against the outer atmosphere f and contains a definite weight of air, whereas atinospheric pressure prevails in the space 413 of the chamber 4'11` which surrounds the diaphragm box 415, so that the expansion and contractionl of the box 415 is effected in dependence on the state of air at a given time.

In the middle of the balance beam 45| a rod 413 is linked to the point 413. As the piston 443 due to the control of the sleeve 43| transfers upon the balance beam 45| the logarithm value of the pressure difference existing at the two measuring points 42|, 422, while the piston 444, transfers upon thebalance beam 45| the negative logarithm value of the state of air, a displacement of the rod 413 results. This displacement corresponds to half the difference of the logarithm value of the pressure difference and the logarithm value of the state of air. The rod 413 carries a further push curve 433 which introduces into the calculation the constant and the root value of lthe above mentioned formula. Against curve 433 bears, by means of, a roller 43|, the one arm 432 oi.' a bell-crank pivoted on the bolt 433, the other arm 434 of which acts upon the lever 4|1. In this manner the fuel supply is effected vin dependence on the actually consumed weight of air at a given time. Mounted on the rod 413are two pistons 435, 433 which. in correspondence to the position of the rod 413, are displaced in a sleeve 431 at the times shiftably arranged in a cylinder 433. Pressure oil is admitted to and discharged from the cylinder 433 by way of lan inlet pipe 433 and discharge pipes 433, 43|. 'I'he sleeve 431 is provided with openings which substantially correspond to the openings of the cylinder. By means of two channels 432, 433 the cylinder 433 is connected to the chambers 434, 435 arranged above and below a piston 435 respectively, so that in' a manner known per se the position of the pistons 435, 435 as well as the position o f the sleeve 431 control the position of the piston 433 at the times. Piston rod 431 carrying a curve 33 is fixed to the piston 433. Roller 433 mounted on an arm 533 of a bell-crank pivoted at 53| bears against curve 33. The other arm 532 of the bell-crank is fork-shaped and engages a pin 533 of -a plston rod 534 which bears against the sleeve 431 and displaces the latter against the action of a The rod 431 acts upon a lever, not shown in the drawings, which in a manner known per se effects adjustment of the ignition de vice,

adjustment of the cooling flaps or setting of the blades of a 'variable propeller. One and the vsame piston 433 may effect the adjustment of all adjustable-devices, but separatecdevices also may be provided for adjusting each individual device.

By the above mentioned device not only the fuel supply, butalso the regulation of all devices, the optimum position of which changes in accordance with the motor eillciency, are directly controlled in dependence on the quantity of the fuel mixture consumed by the engine.

What we claim is:

l. In combination with an internal combustion engine, a fuel pump, a charger comprising an air intake, said air intake comprising a Venturi tube, said tube being provided with means to measure the pressure of the air passing through said tube at the narrowest and at the widest part of said tube, means actuated by the pressure difference of said two parts of said' tube, said means actuating one of the two arms of pressure balancing means in the logarithmic ratio of said pressure difference the other arm of said pressure balancing means being actuated by the logarithmic value of the variations in the specific volume of the air, said balancing means actuating said fuel pump and thereby controlling the weight ofthe fuel in dependence upon the weight of the air,

2. In combination with an internal combustion engine, a fuel pump, a charger comprising an air intake, said air intake comprising a Venturi tube, a balance beam comprising two arms, one of said arms being actuated by the logarithmic value of the pressure difference of the air passing through the widest part and through the narrowest part of said'Venturi tube, the other of said arms being actuated by the negative logarithmic value of the variations in the specific volume of the air, a rod connected with the fuicrum of said two arms and actuated in accordance with half the difference of the logarithmic value of said pressure difference and the logarithmic value of said specific volume of the air, means to control said fuel pump by means of said rod, whereby the weight of the fuel is controlled in dependence upon the weight of the air.

3.. A device as claimed in claim 2 wherein said control means between said rod and said fuel pump comprises a device being further actuated by the logarithmic value of a constant.

4. A device as claimed in claim 2 wherein said control means between said rod and said fuel 2,297,213 .9-v pump supplying fuelto said engine, vmeans dev,

pendent upon the number ofrevolutions of said Y engine, means to slmultaneouslycontrol said fuel l pump in dependence upon themeasured weight pump is further dependent upon a hand operated device for adjusting the fuel air ratio to a 'predetermined value.

5. A device as claimed in claim 2 whereinthel rowest part of said air intake, the other of said arms being actuated by means including a cam, said means being controlled by the negative logarithmic value lofthe variations in the specic volume of the air and being further controlled by the negative expansion value of said -of the air and further in dependence upon said means dependent upon the number of revolutions of said engine.

7 10. In combination with an internal combustion engine, a fuel pump, a ,charger comprising an air intake, said air' intake comprising a Venturi tube, a balance beam comprising two arms, one of said arms being'actuated by the logarithmic value of the pressure difference of the air passing through the widest part and through th'e narrowest part of said Venturi tube, the other of said arms being actuated by the negative logarithmic'value of the variations in the speciiic volume of the air, means controlled by the number of revolutions of said engine, said means controlling further means connecting said rod with said fuel pump, whereby the weight of the weight of the air as well as on the number' the fuel delivered by said pump depends upon v of revolutions of said engine.

Venturi tube in different densities of the air, said last mentioned cam being shaped in the'form of a curve having superposed the negative logarithmic value of the variations in the specific volume of the air and the negative expansion value of said Venturi tube in different densities of the air, a rod connectedy with the fulcrum of said two arms and actuated in accordance with half the difference of the logarithmic value ofl said pressure difference and the logarithmic value voi said specific volume of the air and by said negative expansion value, means to control said fuel pump by means of said rod, whereby the weight of the fuel-is controlled in dependence upon the weight of the air.

7. In cpmbination with an internal combustion engine, a fuel pump, a charger comprising an air intake, said airintake comprising a Venturi tube, a balance beam comprising two arms, one of said arms being actuated by the logarithmic value of the pressure difference of the air passing through the widest part and through the narrowest part of said Venturi tube, the other of said arms being actuated by the negative logarithmic value of the variations in the specific volume of the air, a rod connected with the fulcrum of said two arms and actuated in accordance with half the `difference of the logarithmic valueof said pressure difference and the logarithmic value of said specic volume of the air, a. device connecting said rod with said fuel pump, said device comprising a lever pivotally and adjustably connected with a second lever one end of which having a xed fulcrum, the other end of said second lever being pivotally connected with said fuel pump, the distance from the connecting point of said two levers to said fixed fulcrum being adjustable in accordance with the type of fuel used, whereby thev weight of the fuel is controlled in dependence upon the weight of the air.

8. A device as claimed in claim 7 wherein said adjustable4 connection of said two levers is provided With a scale showing the optimum mixing ratios for various types of fuels.

9. In combination with an internal combustion engine, va charger comprising an air intake, means for lcontinuously measuring the weight of the air passing through said air intake, a fuel 11.`A device as claimed in claim "10 wherein said means controlled by the number of revolul tions of said engine is a centrifugal governor.

12. Method for controlling the fuel supply of internal combustion engines in dependence upon the weight of the air, said method comprising measuring the difference between the static and the dynamic pressure of the air passing through the air intake of said engine, actuating means in the logarithmic ratio of said air pressure difference, actuating other means by the logarithmic value of the variations in the specic volume of the air, balancing said rst and said last mentioned means, and controlling the fuel pump of said engine by said two thus balanced means.

13.v Method for controlling the fuel supply of internal combustion engines in dependence Aupon the weight of the air, said method comprising measuring the weight value G of the air substantially in accordance with the formula f =constant.VAp/v wherein Ap is the pressure difference of the air passing through the air intake and v is the specic volume of the air, and,

controlling the weightof the fuel in dependence upon the thus measured weight of the air.'

14. Method for controlling the fuel supply of Ainternal combustion engines in dependence upon the weight of the air, said method comprising measuring the diii'erence- Ap between the static and the dynamic pressure of the air passing through the .air intake of said engine, further measuring the specific volume v of the airin fluencing a means in accordance with said pressure difference Ap, influencing other means in accordance with said specific volume v, converting the two influences tothe weight value G of the air in accordance with the formula G=constant.\/Ap/v and controlling the weight of the fuel in dependence upon the thus measured weight of the air.

15.v The combination with an internal combustion engine including a fuel pump, of a charger having an air intake, said air intake comprising a Venturi tube, a balance beam including two arms, one of said arms being actuated by the logarithmic value of the pressure differenceof the airv passing through the widest part and through the narrowest part of s'aid Venturi tube, the other of said arms being actuated by. the negative logarithmic value of the variations in pump. said member beins operatively connected l0 with an attacking said lever at a predeterminedI point. an

pivot o! said lever meanzl to vary the distance of the point o! a tack of said member from the ilxed for adjusting the amount o! fuel to be fed by said pump in dependence upon the type o! fuel used. whereby the weicht o! the fuel is controlled in dependence upon the weightA ot the air.

FRITZ GOBSLAU. JOHANNES SCHMIDT. WERNER ZAR-HACK. 

